KR101076831B1 - Seven speed dual clutch transmission - Google Patents

Abstract

The present invention is connectable to the input member and includes an output transmission gear, first and second transmission input shaft members, first and second countershaft members, idler shafts, a plurality of coplanar gear sets and a plurality of torque transmission devices. To provide a transmission. The torque transmission device has a plurality of synchronizer assemblies and a dual clutch assembly. The transmission is operable to provide at least one reverse speed ratio and a plurality of forward speed ratios between the input member and the output member.

Description

Transmission {SEVEN SPEED DUAL CLUTCH TRANSMISSION}

The present invention relates to a transmission, and more particularly, to a compact dual clutch multistage transmission having three axes to achieve seven or more gear speeds.

The description in the background merely provides background information relating to the present application and may or may not constitute prior art.

Typical multistage transmissions with countershafts and co-planar gear sets use countershaft gears with dedicated different gear pairs or sets to achieve respective forward speed ratios. Thus, the total number of gears in this general design requires two times for forward speed and three for reverse. This requires a large number of required gear pairs, especially in transmissions with a relatively large number of forward speed ratios.

While current transmissions accomplish their intended purpose, there is a need for new and improved transmission configurations that exhibit improved performance, especially from efficiency, responsiveness, smoothness, and improved package performance, primarily reducing size and weight. Thus, there is a need for a transmission with improved package performance while providing the desired gear ratio and torque range.

The present invention provides a transmission having a first and second transmission input member, an output member, first and second countershaft members, a plurality of coplanar gear sets, and a plurality of torque transmission devices. The torque transmission device has a plurality of synchronizer assemblies and a dual clutch assembly. The transmission is operable to provide at least one reverse speed ratio and a plurality of forward speed ratios between the transmission input member and the output member.

In one embodiment of the invention, the transmission has a dual clutch assembly having a transmission housing and a clutch housing connectable to a flywheel or other engine output member. The clutch housing is rotatably supported in the transmission housing.

In another embodiment of the present invention, the transmission has a first, second, third, fourth and fifth gear set. The first gear set has a first gear that meshes with a second gear, the second gear set has a first gear that meshes with a second gear and a third gear, and the third gear set has a second gear. A first gear meshing with a third gear, the fourth gear set having a first gear meshing with a second gear, and the fifth gear set having a first gear meshing with a second gear.

In another embodiment of the present invention, the second gear of the first gear set is a stepped pinion gear having first and second gear teeth, wherein the first gear teeth are larger than the second gear teeth and the first gear teeth. The first gear of the first gear set is engaged, and the second gear tooth is engaged with the reverse gear.

In another embodiment of the present invention, the first transmission has a first end and a second end rotatably supported in the transmission housing. Each of the first gears of the third, fourth and fifth gear sets is rotatably fixed for common rotation with the first transmission input member.

In another embodiment of the present invention, the second transmission has a first end and a second end rotatably supported in the transmission housing. Each of the first gears of the first and second gear sets is rotatably fixed for common rotation with the second transmission input member. The second transmission input member is formed concentrically with the first transmission input member and at least partially surrounds the first transmission input member.

In another embodiment of the present invention, a first countershaft is rotatably supported in the transmission housing and spaced in parallel with the first and second transmission input members. Each of the reverse gear, the third gear of the second gear set, the third gear of the third gear set and the second gear of the fourth gear set are selectively connectable for common rotation with the first countershaft. Do.

In yet another embodiment of the present invention, a second countershaft is rotatably supported in the transmission housing and spaced parallel to the first and second transmission input members. Each of the second gear of the first gear set, the second gear of the second gear set, the second gear of the third gear set and the second gear of the fifth gear set each have a common rotation with the second countershaft. Optionally connectable for

In yet another embodiment of the present invention, the first synchronizer assembly selectively connects one or more of the second gear of the first gear set and the second gear of the second gear set to the second countershaft.

In another embodiment of the present invention, the second synchronizer assembly selectively couples one or more of the reverse gear and the third gear of the second gear set to the first countershaft.

In another embodiment of the invention, the third synchronizer assembly selectively connects at least one of the second gear of the third gear set and the second gear of the fifth gear set to the second countershaft.

In yet another embodiment of the present invention, the fourth synchronizer assembly selectively connects one or more of the third gear of the third gear set and the second gear of the fourth gear set to the first countershaft.

In another embodiment of the present invention, a first countershaft transmission gear is fixed to the first countershaft for common rotation with the first countershaft, and a second countershaft transmission gear is coupled with the second countershaft. It is fixed to the second countershaft for common rotation. The first and second countershaft transmission gears transmit torque from one or more of the first and second countershafts to an output member.

In another embodiment of the invention, the parking gear is fixed to the first end of the parking gear shaft and the parking transmission gear is fixed to the second end of the parking gear shaft. The parking transmission gear meshes with the transmission output member and the parking gear is configured to prevent rotation of the transmission output member when the parking gear is engaged.

In another embodiment of the invention, the parking gear is fixed to the first countershaft. The parking gear is configured to prevent rotation of the first countershaft and the transmission output member when the parking gear is engaged.

In another embodiment of the present invention, the selective engagement of the dual clutch assembly mutually couples the dual clutch housing with one or more of the first and second transmission input members, and selectively engages at least one of the synchronizer assemblies. Implements one or more of seven forward speed ratios between one or more of the first and second transmission input members and the output member.

The above and other features and advantages of the present invention will become apparent from the following detailed description of the best mode of the invention taken in conjunction with the accompanying drawings, in which like reference characters designate the same elements, elements, or features.

1 is a schematic diagram of one embodiment of a seven-speed transmission with a parking gear mounted on a separate parking shaft in accordance with the present invention;
2 is a schematic diagram of one embodiment of a seven-speed transmission with a parking gear mounted on a countershaft in accordance with the present invention.

1 shows a multistage transmission 10. The transmission 10 is connectable to the input member 12 and has an output member or gear 14. In this embodiment, the input member 12 is a shaft, the output member 14 is a gear, but the input member 12 may be a component other than a shaft, and the output member 14 may be a component such as a shaft other than a gear. It will be understood by those skilled in the art.

Input member 12 is connected in series with an engine (not shown) or other torque generator to provide drive torque to input member 12. The output member or gear 14 rotatably drives the differential assembly 16. The differential assembly 16 ultimately transmits the torque transmitted by the output member 14 to a pair of road wheels (not shown).

The transmission 10 has a housing 18 that at least partially surrounds the gear arrangement 20. The gear arrangement 20 includes various shafts or members, coplanar interlocking gear sets, dual clutch assemblies, and optionally engageable synchronizers as described herein. For example, the gear arrangement 20 may include a first transmission input shaft or member 22, a second transmission input shaft or member 24, a first countershaft 26, a second countershaft 28, and parking. It has a gear shaft 30. The second transmission input shaft or member 24 is a sleeve (hollow) shaft formed concentrically with and overlapping with the first transmission input shaft or member 22. Each of the first countershaft 26, the second countershaft 28 and the parking gear shaft 30 are spaced in parallel from the first and second transmission input shaft members 22, 24. The first and second transmission input shafts 22, 24 form a first axis of rotation, the first countershaft 26 forms a second axis of rotation, and the second countershaft 28 forms a third axis of rotation. . The position and placement of the countershafts 26, 28 relative to the first and second input shafts 22, 24 are interchangeable.

A dual clutch assembly 32 is connected between the input member 12 and the first and second transmission input shaft members 22, 24. The dual clutch assembly 32 has a clutch housing 34 connectable for common rotation with the input member 12. The dual clutch assembly 32 also has a first and second clutch element or hub 36, 38. The clutch elements 36, 38 together with the clutch housing 34 are configured to form a friction clutch as known in the art as a dual clutch. More specifically, the clutch elements 36 and 38 and the clutch housing 34 have friction plates that are mounted thereon or otherwise coupled to and interact to form a friction clutch. The clutch element 36 is connected for common rotation with the first transmission input shaft or member 22, and the clutch element 38 is connected for common rotation with the second transmission input shaft or member 24. Accordingly, selective engagement of the clutch element 36 with the clutch housing 34 connects the input member 12 for common rotation with the first transmission input shaft member 22. Selective engagement of the clutch element 38 with the clutch housing 34 connects the input member 12 for common rotation with the second transmission input shaft member 24.

The gear arrangement 20 further includes a plurality of coplanar engagement gear sets 40, 50, 60, 70, 80. The present invention allows a plurality of coplanar engagement gear sets 40, 50, 60, 70, 80 to be disposed axially along the transmission input shafts 22, 24 in an order other than that shown in FIG. 1. , Which is within the scope of the present invention. The coplanar gear set 40 includes a gear 42 and a gear 44. The gear 42 is rotatably fixed and connected for common rotation with the second transmission input shaft member 24. The gear 44 is selectively connectable for common rotation with the second countershaft member 28, and meshes with the gear 42. The gear 44 has a secondary gear portion 46 which is kinematically connected and fixed for common rotation with the gear 44. The secondary gear portion 46 may have the same or different gear tooth counts or gear pitches for other portions of the gear 44 as needed to effect a given reverse gear ratio. The gear 42 may be a separate gear structure fixed to the second transmission input shaft member 24 or a gear tooth / spline formed on the second transmission input shaft member 24 without departing from the scope of the present invention. The gear set 40 is disposed near the wall 48 of the transmission housing 18 on the front or side of the transmission 10 proximate the dual clutch assembly 32.

The coplanar gear set 50 includes a gear 52, a gear 54 and a gear 56. The gear 52 is rotatably fixed and connected for common rotation with the second transmission input shaft member 24, and meshes with the gear 54 and the gear 56. The gear 54 is selectively connectable for common rotation with the second countershaft member 28. The gear 56 is selectively connectable for common rotation with the first countershaft member 26. Gear set 50 is disposed adjacent gear set 40.

The coplanar gear set 60 has a gear 62, a gear 64, and a gear 66. Gear 62 is rotatably fixed and connected for common rotation with first transmission input shaft member 22 and engages gear 64 and gear 66. The gear 64 is selectively connectable for common rotation with the second countershaft member 28. The gear 66 is selectively connectable for common rotation with the first countershaft member 26. Gear set 60 is disposed adjacent gear set 50.

The coplanar gear set 70 has a gear 72 and a gear 74. The gear 72 is rotatably fixed and engaged with the gear 74 for common rotation with the first transmission input shaft member 22. Gear 74 is selectively connectable for common rotation with first countershaft member 26. Gear set 70 is disposed adjacent gear set 60.

The coplanar gear set 80 includes a gear 82 and a gear 84. The gear 82 is rotatably fixed and connected with the gear 84 for common rotation with the first transmission input shaft member 22. Gear 84 is selectively connectable for common rotation with second countershaft member 28. The gear set 80 is disposed between the end wall 88 of the transmission housing 18 and the gear set 70.

The reverse gear 90 is selectively connectable for common rotation with the first countershaft member 26 and engages with the secondary gear portion 46 of the stepped gear 44. As mentioned above, the secondary gear portion 46 of the gear 44 is fixed for common rotation with the gear 44 and is different from the gear pitch of the gear 44 to effect reverse gear speed as required. It may have a gear pitch. Reverse gear 90 is located between gear set 50 and end wall 48. The reverse gear 90 and the secondary gear portion 46 may be considered to be a sixth coplanar gear set.

In addition, the first countershaft transmission gear 100 is rotatably fixed and connected for common rotation with the first countershaft member 26. The second countershaft transmission gear 110 is rotatably fixed and connected for common rotation with the second countershaft member 28. The parking transmission gear 111 is rotatably fixed and connected for common rotation with the parking gear shaft 30. The first countershaft transmission gear 100 is configured to engage the output member 14, the second countershaft transmission gear 110 is configured to engage the output member 14, and the parking transmission gear 111 is output. It is configured to engage with the member 14. However, the first countershaft transmission gear 100, the second countershaft transmission gear 110 and the parking transmission gear 111 do not mesh with each other. The first countershaft transmission gear 100 is disposed between the end wall 48 of the transmission housing 18 and the reverse gear 90. The second countershaft transmission gear 110 is disposed between the end wall 48 of the transmission housing 18 and the gear 44. The parking transmission gear 111 is disposed proximate the wall 48 of the transmission housing 18 and is coplanar with the output gear or member 14. Moreover, the output member 14 is coplanar with the first and second countershaft transmission gears 100, 110.

The parking gear 112 is provided for placing the transmission 10 in a parking mode that prevents rotation of the output member 14. The parking gear 112 is coupled to the parking transmission gear 111 via the parking gear shaft 30. Alternatively, as shown in FIG. 2 as the transmission 10 ', the present invention contemplates stationarily positioning the parking gear on one of the first and second countershafts to achieve the parking mode function. In the embodiment of the transmission 10 ', the parking transmission gear 111 and the parking gear shaft 30 are removed, further improving the package performance of the transmission. Moreover, the axial position of the parking gear 112 along the countershaft 26 or 28 may vary depending on the available package space.

With continued reference to FIG. 1, the transmission 10 further includes a plurality of selectively engageable synchronizer assemblies 150, 152, 154, 156. Synchronizers 150, 152, 154 and 156 are double-sided synchronizers, which are shifted in two directions in parallel in at least two engagement positions and neutral or non-engaged positions by an actuator (not shown) (not shown). Not). In this embodiment, the synchronizer 150 is selectively operable to connect to the gear 44 for common rotation with the second countershaft member 28, the synchronizer 150 being the second countershaft member 28. Is selectively operable to engage gear 54 for common rotation with The synchronizer 152 is selectively operable to connect the reverse gear 90 for common rotation with the first countershaft 26, and connect the gear 56 for common rotation with the first countershaft 26. Is selectively operable. The synchronizer 154 is selectively operable to connect the gear 64 for common rotation with the second countershaft 28, and to connect the gear 84 for common rotation with the second countershaft 28. It is optionally operable. The synchronizer 156 is selectively operable to connect the gear 66 for common rotation with the first countershaft 26 and to connect the gear 74 for common rotation with the first countershaft 26. It is optionally operable.

The transmission 10 may transmit torque from the input shaft 12 to the output gear member 14 at seven or more forward torque ratios and one or more reverse torque ratios. Each of the forward torque ratio and the reverse torque ratio is achieved by an optional combination of one or more of the dual clutch assembly 32 and the synchronizer assembly 150, 152, 154, 156. Those skilled in the art will understand that different speed ratios are associated with each torque ratio.

Each of the separate gear sets 40, 50, 60, 70, 80 provides one or more forward and / or reverse gear ratios for the selective engagement of the synchronizer assemblies 150, 152, 154, 156. Furthermore, certain forward or reverse speed ratios can be achieved by combinations of different synchronizers and associated gear sets without departing from the scope of the present invention.

For example, to implement the reverse torque ratio, the clutch element 38 is engaged and the synchronizer 152 is activated. The clutch element 38 couples the input member 12 with the second transmission input shaft member 24. The synchronizer 152 connects the reverse gear 90 to the first countershaft member 26. More specifically, the input torque from the input shaft 12 is transmitted to the second transmission input shaft member 24 via the dual clutch assembly 32, to the gear 44 via the gear 42, and to the gear 44 of the gear 44. To the reverse gear 90 via the secondary gear portion 46, from the gear 90 to the first countershaft member 26, to the first counter transmission gear 100 via the synchronizer 152, and 1 is transmitted from the countershaft transmission gear 100 to the output member 14.

To implement the first forward torque ratio (ie, the first gear), the clutch element 36 is engaged and the synchronizer 156 is actuated. The clutch element 36 couples the input member 12 with the first transmission input shaft member 22. Synchronizer 156 couples gear 74 to first countershaft member 26. Input torque from the input member 12 is transmitted from the first transmission input shaft member 22 to the gear 72 via the dual clutch assembly 32. Gear 72 passes through first synchronizer 156 to first countershaft member 26 and to first countershaft transmission gear 100 and then from first countershaft transmission gear 100 to output member 14. The torque is transmitted to the gear 74 that transmits the torque to the furnace.

To implement the second forward torque ratio (ie the second gear), the clutch element 38 is engaged and the synchronizer 150 is activated. The clutch element 38 couples the input member 12 to a second transmission input shaft member 24 that rotates the gear 42. Synchronizer 150 couples gear 44 to second countershaft member 28. Thus, the input torque from the input member 12 is transferred to the second transmission input shaft member 24 via the dual clutch assembly 32, through the gear 42 to the gear 44, and from the gear 44 to the synchronizer. 150, it is transmitted from the synchronizer 150 to the second countershaft member 28 and from the second countershaft member 28 to the second countershaft transmission gear 110 and the output member 14.

To implement a third forward torque ratio (ie, third gear), the clutch element 36 is engaged and the synchronizer 154 is actuated. The clutch element 36 couples the input member 12 to the first transmission input shaft member 22 which rotates the gear 82. Synchronizer 154 couples gear 74 to second countershaft member 28. Accordingly, the input torque from the input member 12 is transmitted via the dual clutch assembly 32 to the first transmission input shaft member 22, through the gear 82 to the gear 84, and through the gear 84. To the synchronizer 154, from the synchronizer 154 to the second countershaft member 28, from the second countershaft member 28 to the second countershaft transmission gear 110, and then to the second countershaft. It is transmitted from the instrument 110 to the output member 14.

To implement the fourth forward torque ratio (ie fourth gear), the clutch element 38 is engaged and the synchronizer 152 is actuated. The clutch element 38 couples the input member 12 to a second transmission input shaft member 24 that rotates the gear 52. Synchronizer 152 couples gear 56 to first countershaft member 26. Accordingly, the input torque from the input member 12 is transmitted to the second transmission input shaft member 24 and to the gear 52 via the dual clutch assembly 32 and then to the gear 56 from the gear 52. From the gear 56 to the synchronizer 152, from the synchronizer 152 to the first countershaft member 26, from the first countershaft member 26 to the first countershaft transmission gear 100. It is then transmitted from the first countershaft transmission gear 100 to the output member 14.

To implement the fifth forward torque ratio (ie fifth gear), the clutch element 36 is engaged and the synchronizer 156 is actuated. The clutch element 36 couples the input member 12 to the first transmission input shaft member 22 which rotates the gear 62. Synchronizer 156 couples gear 66 to first countershaft member 26. The input torque from the input member 12 passes through the dual clutch assembly 32 to the first transmission input shaft member 22, from the first transmission input shaft member 22 to the gear 62, and from the gear 62. To gear 66, from gear 66 to first countershaft member 26, through synchronizer 156 to first countershaft transmission gear 100, and from first countershaft transmission gear 100. It is delivered to the output member 14.

To implement the sixth forward torque ratio (ie sixth gear), the clutch element 38 is engaged and the synchronizer 150 is actuated. The clutch element 38 couples the input member 12 to a second transmission input shaft member 24 that rotates the gear 52. Synchronizer 150 couples gear 54 to second countershaft member 28. Accordingly, the input torque from the input member 12 passes through the dual clutch assembly 32 to the second transmission input shaft member 24 and the gear 52, and then from the gear 52 to the gear 54, From gear 54 to synchronizer 150, from synchronizer 150 to second countershaft member 28, from second countershaft member 28 to second countershaft transmission gear 110, and It is then transmitted from the second countershaft transmission gear 110 to the output member 14.

To implement the seventh forward torque ratio (ie seventh gear), the clutch element 36 is engaged and the synchronizer 154 is actuated. The clutch element 36 couples the input member 12 to the first transmission input shaft member 22 which rotates the gear 62. Synchronizer 154 couples gear 64 to second countershaft member 28. The input torque from the input member 12 passes through the dual clutch assembly 32 to the first transmission input shaft member 22, from the first transmission input shaft member 22 to the gear 62, and from the gear 62. To the gear 64, from the gear 64 to the second countershaft member 28, through the synchronizer 154 to the second countershaft transmission gear 110, and from the second countershaft transmission gear 110. It is delivered to the output member 14.

In addition, the gear set of any one of the gear sets 40, 50, 60, 70, 80 may be modified to generate specific forward and reverse torque ratios without departing from the scope of the present invention.

The present invention contemplates that various torque ratios (i.e., torque ratios of the output member 14 to the input member 12) and ratio steps can be achieved through selection of the number of teeth of the gear of the transmission 10. . The present invention has many advantages and advantages over the prior art. For example, using four synchronizers, four rails with one fork for each rail can be used. This results in a transmission with simpler operation and control systems, reduced mass and cost, and improved package performance.

While the best mode of the invention has been described in detail, those skilled in the art will recognize various modifications and designs to practice the invention within the scope of the claims.

Claims (19)

Transmission housing;
A dual clutch assembly having a clutch housing connectable to an engine output member, the clutch housing being rotatably supported within the transmission housing;
First, second, third, fourth and fifth gear sets, the first gear set having a first gear meshing with a second gear, the second gear set having a second gear and a third gear And a first gear meshing with the first gear set, the third gear set having a second gear and a first gear meshing with the third gear, and the fourth gear set having a first gear meshing with the second gear. And the fifth gear set has a first gear that meshes with a second gear, the second gear of the first gear set is a stepped pinion gear having first and second gear teeth, and the first gear The first, second, third, fourth and fifth teeth are larger than the second gear teeth and engage the first gear of the first gear set and the second gear teeth engage the reverse gear. Gear set;
A first transmission input member rotatably supported in the transmission housing, each of the first gears of the third, fourth and fifth gear sets being rotatably fixed for common rotation with the first transmission input member. The first transmission input member;
A second transmission input member rotatably supported within the transmission housing, each of the first gears of the first and second gear sets being rotatably fixed for common rotation with the second transmission input member; A second transmission input member disposed concentrically with the first transmission input member and at least partially surrounding the first transmission input member;
A first countershaft rotatably supported in the transmission housing and spaced in parallel with the first and second transmission input members, the first gear of the reverse gear, the third gear of the second gear set, the first of the third gear set; Each of the third gear and the second gear of the fourth gear set is selectively connectable for common rotation with the first countershaft;
A second countershaft rotatably supported in the transmission housing and spaced parallel to the first and second transmission input members, the second gear of the first gear set, the second gear of the second gear set, the The second countershaft, each of the second gear of the third gear set and the second gear of the fifth gear set being selectively connectable for common rotation with the second countershaft; And
Four synchronizer assemblies for selectively coupling one or more gears of the first, second, third, fourth and fifth gear sets with one or more of the first and second countershafts; );
Optional coupling of the dual clutch assembly mutually couples the dual clutch housing with at least one of the first and second transmission input members, and wherein the selective coupling of at least one of the four synchronizer assemblies is one of seven forward speed ratios. Transmission that implements the above.
The method of claim 1,
A first of the four synchronizer assemblies selectively connects at least one of the second gear of the first gear set and the second gear of the second gear set to the second countershaft.
The method of claim 2,
A second of said four synchronizer assemblies selectively connects at least one of said reverse gear and a third gear of said second gear set to said first countershaft.
The method of claim 3,
A third of the four synchronizer assemblies selectively connects at least one of the second gear of the third gear set and the second gear of the fifth gear set to the second countershaft.
The method of claim 4, wherein
A fourth of the four synchronizer assemblies selectively connects at least one of the third gear of the third gear set and the second gear of the fourth gear set to the first countershaft.
The method of claim 1,
The first gear set is adjacent to the dual clutch assembly, the second gear set is adjacent to the first gear set, the third gear set is adjacent to the second gear set, and the fourth gear set is Adjacent to the third gear set, wherein the fifth gear set is adjacent to the fourth gear set.
The method of claim 6,
The dual clutch assembly has a first clutch and a second clutch,
The second clutch is configured to selectively connect the dual clutch housing to the second transmission input member,
Wherein the four synchronizer assemblies comprise a first synchronizer assembly for selectively coupling a second gear of the first gear set to the second countershaft to implement a second gear ratio.
The method of claim 6,
The dual clutch assembly has a first clutch and a second clutch,
The second clutch is configured to selectively connect the dual clutch housing to the second transmission input member,
Wherein the four synchronizer assemblies comprise a first synchronizer assembly for selectively coupling a second gear of the second gear set to the second countershaft to implement a sixth gear ratio.
The method of claim 6,
The dual clutch assembly has a first clutch and a second clutch,
The second clutch is configured to selectively connect the dual clutch housing to the second transmission input member,
Said four synchronizer assemblies having a second synchronizer assembly for selectively coupling said reverse gear to said first countershaft to implement a reverse gear ratio.
The method of claim 6,
The dual clutch assembly has a first clutch and a second clutch,
The second clutch is configured to selectively connect the dual clutch housing to the second transmission input member,
And the four synchronizer assemblies comprise a second synchronizer assembly for selectively coupling a third gear of the second gear set to the first countershaft to implement a fourth gear ratio.
The method of claim 6,
The dual clutch assembly has a first clutch and a second clutch,
The first clutch is configured to selectively connect the dual clutch housing to the first transmission input member,
And the four synchronizer assemblies comprise a third synchronizer assembly for selectively coupling a second gear of the third gear set to the second countershaft to implement a seventh gear ratio.
The method of claim 6,
The dual clutch assembly has a first clutch and a second clutch,
The first clutch is configured to selectively connect the dual clutch housing to the first transmission input member,
Said four synchronizer assemblies having a third synchronizer assembly for selectively coupling a second gear of said fifth gear set to said second countershaft to implement a third gear ratio.
The method of claim 6,
The dual clutch assembly has a first clutch and a second clutch,
The first clutch is configured to selectively connect the dual clutch housing to the first transmission input member,
And the four synchronizer assemblies comprise a fourth synchronizer assembly for selectively coupling a third gear of the third gear set to the first countershaft to implement a fifth gear ratio.
The method of claim 6,
The dual clutch assembly has a first clutch and a second clutch,
The first clutch is configured to selectively connect the dual clutch housing to the first transmission input member,
Wherein the four synchronizer assemblies comprise a fourth synchronizer assembly for selectively coupling a second gear of the fourth gear set to the first countershaft to implement a first gear ratio.
The method of claim 1,
A first counter shaft transmission gear fixed to the first counter shaft for common rotation with the first counter shaft, and a second counter shaft fixed to the second counter shaft for common rotation with the second counter shaft Further includes a transmission gear,
And the first and second countershaft transmission gears transmit torque from one or more of the first and second countershafts to the transmission output member.
16. The method of claim 15,
And said transmission output member is a gear meshing with said first and second countershaft transmission gears, respectively.
16. The method of claim 15,
A parking gear fixed to the first end of the parking gear shaft and a parking transmission gear fixed to the second end of the parking gear shaft,
The parking transmission gear meshes with the transmission output member and the parking gear is configured to prevent rotation of the transmission output member when the parking gear is engaged.
16. The method of claim 15,
Further comprising a parking gear fixed to the first countershaft,
The parking gear is configured to prevent rotation of the first countershaft transmission gear and the transmission output member when the parking gear is engaged.
Transmission housing;
A dual clutch assembly having a clutch housing connectable to an engine output member, the clutch housing being rotatably supported in the transmission housing, the dual clutch assembly having a first clutch and a second clutch;
First, second, third, fourth and fifth gear sets, the first gear set having a first gear meshing with a second gear, the second gear set having a second gear and a third gear And a first gear meshing with the first gear set, the third gear set having a second gear and a first gear meshing with the third gear, and the fourth gear set having a first gear meshing with the second gear. And the fifth gear set has a first gear that meshes with a second gear, the second gear of the first gear set is a stepped pinion gear having first and second gear teeth, and the first gear The first, second, third, fourth and fifth teeth are larger than the second gear teeth and engage the first gear of the first gear set and the second gear teeth engage the reverse gear. Gear set;
A first transmission input member rotatably supported within the transmission housing, each of the first gears of the third, fourth and fifth gear sets being rotatably fixed for common rotation with the first transmission input member; Wherein the first clutch of the dual clutch assembly is configured to selectively connect the dual clutch housing to the first transmission input member;
A second transmission input member rotatably supported within the transmission housing, each of the first gears of the first and second gear sets being rotatably fixed for common rotation with the second transmission input member; A second transmission input member disposed concentrically with said first transmission input member and at least partially surrounding said first transmission input member, wherein a second clutch of said dual clutch assembly connects said dual clutch housing to said second transmission input member; A second transmission input member configured to selectively connect;
A first countershaft rotatably supported in the transmission housing and spaced in parallel with the first and second transmission input members, the first gear of the reverse gear, the third gear of the second gear set, the first of the third gear set; Each of the third gear and the second gear of the fourth gear set is selectively connectable for common rotation with the first countershaft;
A second countershaft rotatably supported in the transmission housing and spaced parallel to the first and second transmission input members, the second gear of the first gear set, the second gear of the second gear set, the The second countershaft, each of the second gear of the third gear set and the second gear of the fifth gear set being selectively connectable for common rotation with the second countershaft;
A first synchronizer assembly for selectively coupling at least one of the second gear of the first gear set and the second gear of the second gear set to the second countershaft;
A second synchronizer assembly for selectively coupling at least one of the reverse gear and the third gear of the second gear set to the first countershaft;
A third synchronizer assembly for selectively coupling at least one of the second gear of the third gear set and the second gear of the fifth gear set to the second countershaft;
A fourth synchronizer assembly for selectively coupling at least one of the third gear of the third gear set and the second gear of the fourth gear set to the first countershaft;
A first counter shaft transmission gear fixed to the first counter shaft for common rotation with the first counter shaft, and a second counter shaft fixed to the second counter shaft for common rotation with the second counter shaft A transmission gear, said first and second countershaft transmission gears transmitting torque from one or more of said first and second countershafts to a transmission output member; And
A parking gear fixed to a first end of a parking gear shaft, and a parking transmission gear fixed to a second end of the parking gear shaft, wherein the parking transmission gear meshes with the transmission output member, and the parking gear is connected to the parking gear. And a parking gear and a parking transmission gear, configured to prevent rotation of the transmission output member when the gear is engaged.
Selective engagement of the dual clutch assembly mutually couples the dual clutch housing with one or more of the first and second transmission input members, and wherein the selective engagement of at least one of the four synchronizer assemblies comprises: the first and second A transmission that implements one or more of seven forward speed ratios between one or more of the transmission input members and the transmission output member.

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